JP2005138743A - Driving force control device of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device of a hybrid vehicle capable of achieving acceleration of the vehicle by the engine start in an early stage while eliminating acceleration/deceleration shocks of the vehicle when an engine clutch is connected when transferring the mode from the electric vehicle mode to the hybrid mode. <P>SOLUTION: The driving force control device comprises a target driving force setting means, a compensation torque calculation means to compensate reduction of the driving force of a vehicle caused by the drag torque of an engine clutch, a vehicle driving motor torque calculation means to calculate the motor torque which is obtained by subtracting the compensation torque from the maximum motor torque, a connection command means to start connection of the engine clutch before the accelerator opening when the target driving force cannot be achieved with the torque not higher than the vehicle driving motor torque exceeds the actual accelerator opening, and a driving force correction means to correct the target driving force to the driving force to be realized at the vehicle driving motor torque or under before connection of the engine clutch is completed when connection of the engine clutch is started. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a driving force control device for a hybrid vehicle having power transmission means for combining power of an engine and at least one motor generator and transmitting the power to an output shaft, and an engine clutch for intermittently connecting the engine and power transmission means. Is.

In a hybrid vehicle having an engine clutch that intermittently transfers power between the engine and the power transmission means, after starting in the electric vehicle mode, when the engine is started by connecting the engine clutch, transmission is gradually performed with a half clutch. By connecting while increasing the torque capacity, the vehicle acceleration / deceleration shock is reduced (for example, see Patent Document 1).
JP 2001-219765 A

However, in a conventional hybrid vehicle driving force control device, when the accelerator is depressed such as when the accelerator is fully opened or during intermediate acceleration, the engine clutch is connected to the engine when the driving force is insufficient with the motor alone. When starting, if the motor is already driven with the maximum torque, there are the following problems.
(1) Since the driving force due to the drag torque of the engine clutch cannot be compensated for, the driving force drops when the connection of the engine clutch is started, and the vehicle may feel a deceleration.
(2) Since the engine clutch is connected with a half-clutch, the time required for clutch engagement becomes longer, the reduction of the driving force between the start of the engine and the addition of engine torque to the driving force increases, and the vehicle accelerates. May be slow.

  The present invention has been made paying attention to the above-mentioned problem. When the engine clutch is connected for the mode transition from the electric vehicle mode to the hybrid mode, the acceleration / deceleration shock of the vehicle is eliminated and the engine is started early. It is an object of the present invention to provide a driving force control device for a hybrid vehicle that can achieve acceleration of the vehicle.

In order to achieve the above object, the present invention comprises power transmission means for combining the power of the engine and at least one motor generator and transmitting the power to the output shaft, and an engine clutch for intermittently connecting the engine and power transmission means. A hybrid that travels by switching between a hybrid mode in which the engine clutch is connected and travels with the power of the engine and the motor generator, and an electric vehicle mode in which the engine clutch is disengaged and travels only with the power of the motor generator In the driving force control device for a hybrid vehicle,
Target driving force setting means for determining a target driving force from the accelerator opening and the vehicle speed; and compensation torque calculating means for calculating a motor torque amount that compensates for a decrease in vehicle driving force due to drag torque of the engine clutch when the engine clutch is connected; Vehicle driving motor torque calculation means for calculating a motor torque amount obtained by subtracting the compensation torque from the maximum motor torque, and the accelerator opening when the target driving force cannot be achieved below the vehicle driving motor torque, the actual accelerator opening is The connection command means for starting the connection of the engine clutch before exceeding, and when the connection of the engine clutch is started, the target driving force can be realized below the vehicle drive motor torque until the connection of the engine clutch is ended. Driving force correcting means for correcting the driving force.

  Therefore, in the driving force control apparatus for a hybrid vehicle of the present invention, the motor is provided with a margin sufficient to compensate for the torque caused by the dragging of the engine clutch until the connection of the engine clutch is completed. Therefore, the vehicle acceleration / deceleration shock due to the drop in driving force at the start of connection of the engine clutch is eliminated. Further, the accelerator opening degree for starting the engagement of the engine clutch has advanced the time for starting the engagement of the engine clutch, the time for starting the engine is also advanced, and the acceleration timing of the vehicle is also advanced.

  Hereinafter, the best mode for realizing a driving force control apparatus for a hybrid vehicle of the present invention will be described based on Example 1 and Example 2 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a hybrid vehicle to which the driving force control apparatus of Embodiment 1 is applied, and the configuration thereof will be described below.

  In the hybrid transmission, an engine output shaft 1 of an engine ENG is connected to an input shaft 5a of a transmission 5 (power transmission means) composed of an automatic transmission or a continuously variable transmission via an engine clutch 8, and the transmission 5 A tire 7 is connected to the output shaft 5b through a differential gear 6. A motor generator MG is connected to the input shaft 5a of the transmission 5 via the fixed reduction gears 3 and 4 and the motor output shaft 2, whereby the transmission 5 receives the engine ENG input via the engine clutch 8. And the power input from the motor generator MG are combined and output to the tire 7.

  This hybrid transmission has two operation modes according to the connection state of the engine clutch 8. When the engine clutch 8 is in a disconnected state, the hybrid transmission is an electric vehicle mode that runs only with the power of the motor generator MG. In the connected state, it is a hybrid mode that travels with the power of the engine ENG and the motor generator MG.

  The hybrid shift control system includes an integrated controller 10 that integrally controls the entire energy, an engine controller 12 that controls the engine ENG, a motor controller 11 that controls the motor generator MG in the power train system, and an electric power supply to the motor generator MG. An inverter 13 that supplies electric energy, a battery 14 that stores electric energy, and a solenoid valve 16 that generates hydraulic pressure of the engine clutch 8.

  The integrated controller 10 includes an accelerator opening AP from the accelerator opening sensor 20, a vehicle speed VSP (proportional to the output shaft rotation speed) from the vehicle speed sensor 21, an input rotation speed ωin of the transmission 5 from the input rotation speed sensor 22, The operation mode that can realize the driving force desired by the driver is selected, and the target MG torque is commanded to the motor controller 11, the target engine torque is commanded to the engine controller 12, and the drive signal is commanded to the solenoid valve 16. .

  Next, the operation will be described.

[Driving force control process when the engine clutch is engaged]
Below, the driving force control process at the time of the engine clutch connection performed by the integrated controller 10 is demonstrated using the flowchart shown in FIG.
FIG. 2 (a) shows the main routine of the driving force control process when the engine clutch is connected.
In step S1, the engine clutch connection flag Mflag is referred to. If the engine clutch connection flag Mflag is 1, the engine clutch is engaged, and the process proceeds to the connection control subroutine in step S2. If the engine clutch connection flag Mflag is 0, the engine clutch is not engaged, and the process proceeds to a connection determination subroutine in step S3.

FIG. 2B shows a connection determination subroutine.
In step S21, the vehicle speed VSP is calculated from the output rotational speed ωout of the transmission 5 using the following equation, and the process proceeds to step S22.
VSP ＝ kv ・ ωout… (1)
Here, kv is a constant determined by the tire radius and the final gear ratio.

  In step S22, the target drive torque Tot is calculated from the detected values of the vehicle speed VSP and the accelerator pedal opening AP using the map shown in FIG. 3, and the process proceeds to step S23 (target drive force setting means).

  In step S23, the target transmission torque Tct0 of the engine clutch 8 is set, and the process proceeds to step S24. Here, the target transmission torque Tct0 may be given as a fixed value, or may be given as a variable value corresponding to the target drive torque Tot and the vehicle speed VSP.

In step S24, a compensation torque Tmc that is a motor torque amount for compensating the transmission torque of the engine clutch 8 is calculated, and the process proceeds to step S25 (compensation torque calculating means).
The relationship between the vehicle driving torque To, the transmission torque Tc of the engine clutch 8 and the motor torque Tm is expressed by the following equation.
To = im ・ Tm−ic ・ Tc (2)
Here, im is a gear ratio between the input rotation speed and the output rotation speed of the transmission 5, and ic is a gear ratio between the motor rotation speed and the output rotation speed.
Therefore, from Equation (2), the compensation torque Tmc that cancels Tct0 is obtained by the following equation so that the driving force does not change.
Tmc ＝ ic ・ Tct0 / im… (3)

In step S25, the vehicle drive motor torque Tmv is calculated, and the process proceeds to step S26 (vehicle drive motor torque calculation means).
First, the maximum motor torque Tmmax is calculated from the motor rotation speed ωm at the current time using the motor characteristic map shown in FIG. Then, the vehicle drive motor torque Tmv is calculated from the maximum motor torque Tmmax and the compensation torque Tmc using the following equation.
Tmv = Tmmax−Tmc (4)
From the equations (2), (3), and (4), the driving torque Tomax at the maximum motor torque Tmmax (that is, the maximum driving torque Tomax) is expressed as the following equation.
Tomax = im ・ Tmmax−ic ・ Tct0
= Im (Tmc + Tmv) −ic ・ Tct0
＝ ic ・ Tct0 ＋ im ・ Tmv−ic ・ Tct0
= Im ・ Tmv… (5)

  In step S26, the accelerator depression speed VAP is calculated, and the process proceeds to step S27. For example, it may be calculated by the difference between the previous accelerator opening and the current accelerator opening.

In step S27, the accelerator opening APm for determining the start of connection of the engine clutch 8 is set according to the following procedure.
1) The maximum drive torque Tomax that can be realized by the vehicle drive motor torque Tmv is calculated using Equation (5).
2) Using the driving force map shown in FIG. 3, the accelerator opening APm0 corresponding to the maximum driving torque Tomax is calculated from the maximum driving torque Tomax and the vehicle speed VSP.
3) Using the map shown in FIG. 5, the correction amount APmm of the accelerator opening APm0 is set according to the accelerator depression speed VAP.
4) From the accelerator opening APm0 and the correction amount APmm, the accelerator opening APm for determining the start of connection of the corrected engine clutch 8 is calculated as shown in the following equation.
Apm = APm0−APmm (6)

  In step S28, the accelerator opening AP is compared with the engine clutch connection start determination accelerator opening APm. If the accelerator opening AP is larger than the engine clutch connection start determination accelerator opening APm, the connection of the engine clutch 8 is established. The process proceeds to step S29 to start, and if it is smaller, the subroutine ends (connection command means).

  In step S29, since connection of the engine clutch 8 is started, the engine clutch connection flag Mflag is set to 1, and the process proceeds to step S30.

  In step S30, in order to set the target drive torque Tom corresponding to the corrected engine clutch start determination accelerator opening APm as the target drive torque during connection of the engine clutch 8, the engine clutch start determination accelerator opening APm and the vehicle speed VSP are used. Then, the target driving torque Tom is calculated using the map shown in FIG. 3, and the process proceeds to step S31 (driving force correcting means).

In step S31, as the accelerator opening for starting the connection of the engine clutch 8 becomes smaller, the target drive torque during the connection of the engine clutch 8 becomes smaller, and the motor torque margin for compensating the engine clutch connection torque increases. The target transmission torque of the engine clutch 8 is increased using this fact.
First, similarly to the relationship shown in the equation (5), the motor torque Tmm that realizes the target drive torque Tom is calculated using the following equation.
Tom ＝ im ・ Tmm… (7)
Next, the corrected compensation torque Tct is calculated using the following equation.
Tct = Tmmax−Tmm (8)
This Tct is the corrected clutch transmission torque.

FIG. 2 (c) shows a connection control subroutine.
In step S41, the maximum motor torque Tmmax is commanded to the motor generator MG, and the process proceeds to step S42.

  In step S42, the solenoid valve 16 is driven so as to realize the corrected clutch transmission torque Tct set at the time of mode switching, and the process proceeds to step S43.

  In step S43, the engine clutch plate rotational difference (difference between engine rotational speed and input rotational speed) is determined to determine whether the rotational difference is zero. If YES, the process proceeds to step S44. If NO, the process ends. Migrate to

  In step S44, it is determined that the connection of the engine clutch 8 has been terminated in step S43, and the control proceeds to hybrid mode control.

[Driving force control operation when engine clutch is connected]
The driving force control operation when the engine clutch is engaged is started by a mode transition command from the electric vehicle mode to the hybrid mode, and is not initially engaged with the engine clutch, and the engine clutch engagement flag Mflag is Mflag = 0. In the flowchart of (a), the process proceeds from step S1 to the connection determination subroutine of step S3.

  In the connection determination subroutine shown in FIG. 6B, the vehicle speed VSP is calculated in step S21, the target drive torque Tot is calculated from the vehicle speed VSP and the accelerator pedal opening AP in step S22, and the target transmission torque of the engine clutch 8 is determined in step S23. Tct0 is set, compensation torque Tmc is calculated in step S24, vehicle drive motor torque Tmv is calculated in step S25, accelerator depression speed VAP is calculated in step S26, and start of connection of engine clutch 8 is determined in step S27. Set the accelerator opening APm.

  In step S28, the detected accelerator opening AP is compared with the engine clutch connection start determination accelerator opening APm, and the subroutine is repeated while AP ≦ APm. Thereafter, when the time when the accelerator opening AP becomes larger than the engine clutch connection start determination accelerator opening APm, the routine proceeds to step S29 to start the connection of the engine clutch 8, but prior to the start of the connection of the engine clutch 8. In step S29, the engine clutch engagement flag Mflag is set to 1, and in step S30, the target drive torque during engagement of the engine clutch 8 corresponding to the corrected engine clutch start determination accelerator pedal opening APm and realizable below the maximum motor torque. Tom is calculated, and the corrected compensation torque Tct is calculated in step S31.

  Next, as the engine clutch connection flag Mflag is set to 1 in step S29, the process proceeds to the connection control subroutine from step S1 to step S2 in the flowchart of FIG. In the connection control subroutine shown in FIG. 2 (c), the maximum motor torque Tmmax is commanded to the motor generator MG in step S41, and the solenoid valve 16 is driven so as to realize the corrected clutch transmission torque Tct in step S42. In step S43, it is determined whether or not the engine clutch plate rotational difference is zero. Until the engine clutch plate rotational difference becomes zero, the motor control in step S41 and the engine clutch engagement control in step S42 are repeated. When the engine clutch plate rotational difference becomes zero, the hybrid mode control is performed. Migrate to

  [Driving force control when the engine clutch is engaged]

For example, in the prior art, when the accelerator is fully depressed or when the accelerator is depressed, such as during intermediate acceleration, and the driving force is insufficient with the motor alone, the motor is already at the maximum when the engine clutch is connected and the engine is started. When driven by torque, the following two problems may occur.
1. Even if the engine clutch is connected by a half-clutch, since the motor has already produced the maximum torque, a reduction in driving force due to the drag torque of the engine clutch cannot be compensated. Therefore, as shown in the driving force characteristics of FIG. 6, there is a possibility that the driving force drops when the engine clutch engagement is started, and the vehicle feels a deceleration.
2. When the engine clutch is connected by a half-clutch, the time required for clutch engagement becomes longer, and the time until the engine speed reaches a rotation speed at which the engine can be started (t2 in FIG. 6) increases. The motor rotation speed increases in proportion to the increase in the vehicle speed. However, due to the motor characteristics shown in FIG. 4, when the motor rotation speed exceeds a certain number of rotations (Nm in FIG. 4), the motor rotation speed is in inverse proportion to the motor rotation speed. Rated torque decreases. In the electric vehicle mode, since the driving force is proportional to the motor torque, if the time until the engine rotation speed reaches the rotation speed at which the engine can be started increases, the engine is started and the engine torque is applied to the driving force. There is a possibility that the decrease in the driving force increases and the acceleration of the vehicle becomes slow.

  On the other hand, in the first embodiment, the accelerator opening corresponding to the maximum drive torque Tomax is set to the largest accelerator opening for starting the connection of the engine clutch 8 in 1) of step S27. The target drive torque that has been connected from before cannot be greater than the maximum drive torque Tomax. Therefore, since the target drive torque during the engagement of the engine clutch 8 is equal to or less than the maximum drive torque Tomax, as shown in the driving force characteristic by the solid line in FIG. The feeling of uncomfortable acceleration caused by a drop in driving force such as (characteristic) is eliminated.

  Furthermore, in step S27, the accelerator opening APm for starting the connection of the engine clutch 8 is reduced as the depression speed VAP is increased, so that the target drive torque during the connection of the engine clutch 8 is further smaller than Tomax. Therefore, the engine clutch torque can be compensated more reliably.

  Further, as the accelerator stepping speed VAP increases, the accelerator opening APm for starting the connection of the engine clutch 8 is reduced, so that the connection start time of the engine clutch 8 is advanced (t0 → t0 ′ in FIG. 7). The start time of the ENG is also earlier than that of the prior art, and the time from when the accelerator is depressed until a large driving force is generated is shortened, the acceleration response is improved, and the time to reach the desired vehicle speed is also shortened.

  Furthermore, since the corrected clutch transmission torque Tct calculated in step S31 is larger than the uncorrected clutch transmission torque Tct0, the time required to connect the engine clutch 8 is shortened, and the start time of the engine ENG is also synergistic. (T2 → t2 'in FIG. 7), the time from when the accelerator is depressed until a large driving force is generated is further shortened, the acceleration response is improved, and the time to reach the desired vehicle speed is also increased. .

Next, the effect will be described.
In the driving force control apparatus for a hybrid vehicle according to the first embodiment, the effects listed below can be obtained.

  (1) It has a transmission 5 that combines the power of the engine ENG and at least one motor generator MG and transmits it to the output shaft, and an engine clutch 8 that intermittently connects the engine ENG and the transmission 5. Driving power control of a hybrid vehicle that travels by switching between a hybrid mode that travels with the power of the engine ENG and the motor generator MG and an electric vehicle mode that travels with only the power of the motor generator MG with the engine clutch 8 disconnected In the device, a target driving force setting means for determining a target driving force from the accelerator opening AP and the vehicle speed VSP, and a motor torque amount that compensates for a decrease in the vehicle driving force due to the drag torque of the engine clutch 8 when the engine clutch 8 is connected are calculated. Compensation torque calculating means for calculating the motor torque by subtracting the compensation torque from the maximum motor torque Drive command torque calculation means, connection command means for starting connection of the engine clutch 8 before the actual accelerator opening exceeds the accelerator opening when the target driving force cannot be achieved below the vehicle drive motor torque, When the connection of the engine clutch 8 is started, the driving force correction means for correcting the target driving force to a driving force that can be realized below the vehicle driving motor torque until the connection of the engine clutch 8 is ended. Until the connection of 8 is completed, the motor is provided with a margin sufficient to compensate for the torque caused by dragging of the engine clutch 8. Therefore, as shown in FIG. 7, the vehicle acceleration / deceleration shock due to the drop of the driving force at the start of connection of the engine clutch 8 is eliminated. Further, since the accelerator opening for starting the connection of the engine clutch 8 is smaller than that of the prior art, the time for starting the connection of the engine clutch 8 is advanced. As shown in FIG. The starting time is also advanced, and acceleration of the vehicle by early engine starting can be achieved.

  (2) The connection command means predicts that the final accelerator opening is larger and the target driving force is larger as the accelerator depression speed VAP is faster, and sets the accelerator opening for starting the connection of the engine clutch 8 to be smaller. The time until the engine speed reaches the speed at which the engine can be started is further accelerated, and the acceleration of the vehicle is further accelerated.

(3) The connection command means increases the engine clutch transmission torque capacity when the engine clutch 8 is connected with a half clutch as the accelerator depression speed VAP increases, so the time required for connection of the engine clutch 8 decreases. The time until the engine speed reaches the speed at which the engine can be started is further accelerated, and the acceleration of the vehicle is further accelerated.
Further, according to the above (2), the higher the accelerator depression speed VAP is, the smaller the accelerator opening predetermined value for commanding the engine clutch connection is reduced, thereby increasing the motor torque margin. Since the engine clutch transmission torque capacity is increased in accordance with the increased amount, even if the engine clutch transmission torque capacity is increased, the driving force fluctuation at the time of engine clutch engagement does not occur.

  The second embodiment is an example in which the power transmission means provided in the hybrid transmission is a Ravigneaux planetary gear unit 5 'and the motor generator is a composite current double-layer motor MG'.

FIG. 8 is a diagram showing a hybrid transmission to which the driving force control apparatus of the second embodiment is applied. The configuration will be described below.
In FIG. 8, in the hybrid transmission of the second embodiment, the engine ENG, the Ravigneaux planetary gear device 5 ′, and the composite current double-layer motor MG ′ are arranged coaxially from the left side.

  The Ravigneaux planetary gear unit 5 'includes a single pinion planetary gear unit 52 and a double pinion planetary gear unit 51 that share the pinion P2. The single pinion planetary gear device 52 has a structure in which the pinion P2 is engaged with the sun gear S2 and the ring gear R2, respectively.The double pinion planetary gear device 51 includes the ring gear R1 and the large-diameter pinion P1 in addition to the sun gear S1 and the shared pinion P2. The large-diameter pinion P1 is meshed with the sun gear S1, the ring gear R1, and the shared pinion P2. All the pinions P1 and P2 of the planetary gear devices 51 and 52 are rotatably supported by a common carrier C. The Ravigneaux type planetary gear device 5 'having the above-described configuration has seven rotating members of a sun gear S1, a sun gear S2, a ring gear R1, a ring gear R2, a pinion P1, a pinion P2 and a carrier C as main elements, and these seven members. When the rotational speeds of two members are determined, a two-degree-of-freedom differential device is determined in which the rotational speeds of the other members are determined.

  In the second embodiment, the rotation from the engine ENG coaxially arranged on the left side of FIG. 8 is input to the ring gear R2 of the single pinion planetary gear device 52 via the engine clutch 8 in the second embodiment with respect to the Ravigneaux planetary gear device 5 ′. The On the other hand, a wheel drive system output (for example, the final reduction gear 6 including the differential gear device in FIG. 8 and the left and right drive wheels) is output to the carrier C so that the output rotation from the Ravigneaux planetary gear device 5 ′ is extracted from the common carrier C. 7). A low brake 9 is attached to the ring gear R1 of the double pinion planetary gear unit 51 so that it can be connected to the transmission case. A wet multi-plate clutch is used for the engine clutch 8 and the low brake 9.

  The composite current double-layer motor MG ′ includes an inner rotor ri and an annular outer rotor ro surrounding the inner rotor ri so as to be coaxially and rotatably supported on the rear shaft end in the transmission case. A stator s made of an annular coil disposed coaxially in an annular space between the outer rotors ro is fixed to the transmission case. Thus, the second motor generator MG2 is constituted by the stator s and the outer rotor ro, and the first motor generator MG1 is constituted by the stator s and the inner rotor ri. Here, each of the motor generators MG1 and MG2 functions as a motor that outputs rotations in individual directions according to the supply current and at individual speeds (including stop) according to the supply current when a composite current is supplied. When the composite current is not supplied, it functions as a generator that generates electric power according to the rotation by the external force. In coupling between the composite current double-layer motor MG ′ and the Ravigneaux planetary gear unit 5 ′, a first motor generator MG1 (specifically, an inner rotor ri) is coupled to the sun gear S1 of the double pinion planetary gear unit 51. The second motor generator MG2 (specifically, the outer rotor ro) is coupled to the sun gear S2 of the single pinion planetary gear unit 52.

  When the ring gear R1 is connected to the transmission case by the low brake 9, the degree of freedom of the rotational system of the Ravigneaux planetary gear unit 5 'is reduced by 1 to 1 degree of freedom. Hereinafter, the fixed gear ratio mode is set when the low brake 9 is connected, and the continuously variable gear ratio mode is set when the low brake 9 is disconnected. In addition, the engine clutch 8 is connected and the engine is in operation in the hybrid mode, and the engine clutch 8 is disconnected and the engine is stopped in the electric vehicle mode. Therefore, there are four types of hybrid transmission modes, which are combinations of two modes in the connected state of the low brake 9 and two modes in the connected state of the engine clutch 8.

  In the second embodiment, the driving force control of the first embodiment can also be applied when the engine clutch 8 is connected in the fixed transmission ratio mode of the hybrid transmission, and the same effects as the effects of the hybrid transmission of the first embodiment are obtained. can get.

  As mentioned above, although the driving force control apparatus of the hybrid vehicle of this invention was demonstrated based on Example 1 and Example 2, it is not restricted to these Examples about a concrete structure, Claim of Claim Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

  The hybrid transmission of the hybrid vehicle to which the driving force control device of the present invention is applied is not limited to the configurations of the first and second embodiments, and the power that is output by adding the power of the motor generator to the power of the engine. The present invention can be applied to a hybrid vehicle having a transmission mechanism and an engine clutch that intermittently connects the engine and the power transmission mechanism.

1 is an overall system diagram illustrating a hybrid vehicle to which a driving force control apparatus according to a first embodiment is applied. 5 is a flowchart illustrating a main routine, a connection determination subroutine, and a connection control subroutine of driving force control processing executed by the integrated controller according to the first embodiment. 2 is a driving torque map used in driving force control according to the first embodiment. FIG. 4 is a characteristic diagram of a motor used in the driving force control of the first embodiment. It is a characteristic view which shows the relationship between an accelerator depression speed and an engine clutch connection start accelerator opening correction amount. 5 is a time chart showing characteristics of accelerator opening, driving force, motor torque, engine torque, and clutch torque when the engine clutch is connected in the prior art. 4 is a time chart showing characteristics of an accelerator opening, a driving force, a motor torque, an engine torque, and a clutch torque when the engine clutch is connected in the first embodiment. It is a figure which shows the hybrid transmission of Example 2. FIG.

Explanation of symbols

ENG engine
MG motor generator
MG 'Composite current double layer motor
MG1 1st motor generator
MG2 Second motor generator 1 Engine output shaft 2 Motor output shaft 3, 4 Fixed reduction gear 5 Transmission (power transmission means)
5a Input shaft 5b Output shaft 5 'Ravigneaux type planetary gear device (power transmission means)
51 Double pinion planetary gear set
52 Single pinion planetary gear device 6 Differential gear 7 Tire 8 Engine clutch 9 Low brake 10 Integrated controller 11 Motor controller 12 Engine controller 13 Inverter 14 Battery 16 Solenoid valve 20 Accelerator opening sensor 21 Vehicle speed sensor 22 Input rotation speed sensor

Claims (3)

Power transmission means for combining the power of the engine and at least one motor generator and transmitting the power to the output shaft; and an engine clutch for intermittently connecting the engine and the power transmission means;
A hybrid vehicle that travels by switching between a hybrid mode in which the engine clutch is connected and travels with the power of the engine and the motor generator, and an electric vehicle mode in which the engine clutch is disengaged and travels only with the power of the motor generator In the driving force control device of
Target driving force setting means for determining the target driving force from the accelerator opening and the vehicle speed;
Compensation torque calculation means for calculating a motor torque amount that compensates for a decrease in vehicle driving force due to drag torque of the engine clutch when the engine clutch is connected;
Vehicle drive motor torque calculation means for calculating a motor torque amount obtained by subtracting the compensation torque from the maximum motor torque;
Connection command means for starting the connection of the engine clutch before the actual accelerator opening exceeds the accelerator opening when the target driving force cannot be achieved below the vehicle drive motor torque;
A driving force correcting means for correcting the target driving force to a driving force that can be realized at a vehicle driving motor torque or less until the connection of the engine clutch is terminated when the connection of the engine clutch is terminated;
A driving force control apparatus for a hybrid vehicle characterized by comprising: In the hybrid vehicle driving force control device according to claim 1,
The connection command means predicts that the final accelerator opening is larger and the target driving force is larger as the accelerator depression speed is higher, and sets the accelerator opening for starting the engine clutch connection to be smaller. Driving force control device. In the hybrid vehicle driving force control device according to claim 2,
The drive command control device for a hybrid vehicle, wherein the connection command means increases an engine clutch transmission torque capacity when the engine clutch is connected as the accelerator depression speed is higher.

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